APPENDIX F 

NOISE AND VIBRATION REPORT 

 
Sound Survey and Analysis Report 

Long Ridge Terminal 

Monroe County, Ohio 

December 2019 

 

Prepared for: 

Prepared for: 

Federal Railroad Administration (FRA) 

1200 New Jersey Avenue 

Washington, DC 20590 

And 

 

Monroe County Commissioners 

101 North Main Street 

Woodsfield, Ohio 43793 

Prepared by: 

Tetra Tech, Inc. 

160 Federal Street 3rd Floor 

Boston, MA 02110 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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TABLE OF CONTENTS 

1.0 INTRODUCTION .......................................................................................................................................... 5

1.1 Facility Description and Setting .............................................................................................................. 5

1.2 Acoustic Metrics and Terminology ......................................................................................................... 7

1.3 Vibration Metrics and Terminology ........................................................................................................ 9

1.4 Noise and Vibration Requirements and GUIDELINES ........................................................................ 10

1.4.1 Federal Transit Administration ....................................................................................................... 11

1.4.2 Ohio Power Sitting Board ................................................................ Error! Bookmark not defined.

2.0 EXISTING SOUND ENVIRONMENT ......................................................................................................... 15

2.1 Field Methodology ................................................................................................................................ 15

2.2 Field Methodology ................................................................................................................................ 16

2.2.1 Location ML-1 ................................................................................................................................ 16

2.2.2 Location ML-2 ................................................................................................................................ 16

2.2.3 Location ML-3 ................................................................................................................................ 17

2.2.4 Location ML-4 ................................................................................................................................ 17

2.2.5 Location ML-5 ................................................................................................................................ 17

2.2.6 Long-Term Monitoring Location ..................................................................................................... 17

2.3 Measurement Results .......................................................................................................................... 17

3.0 FACILITY CONSTRUCTION ..................................................................................................................... 19

3.1 Noise Calculation Methodology ........................................................................................................... 19

3.2 Projected Noise Levels During Construction ....................................................................................... 19

3.3 Projected Noise Levels During Construction ....................................................................................... 20

3.4 Construction Noise and Vibration Mitigation ........................................................................................ 21

4.0 OPERATIONAL ANALYSIS ...................................................................................................................... 23

4.1 Noise Prediction Model ........................................................................................................................ 23

4.2 Input to the Noise Prediction Model ..................................................................................................... 24

4.3 Noise Prediction Model Results ........................................................................................................... 24

4.4 Vibrationa Evaluation ........................................................................................................................... 27

5.0 CONCLUSIONS ......................................................................................................................................... 28

6.0 REFERENCES ........................................................................................................................................... 29
Long Ridge Terminal Project Sound Survey and Analysis Report 

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LIST OF TABLES 

Table 1. Sound Pressure Levels (LP) and Relative Loudness 

 of Typical Noise Sources and Acoustic Environments ................................................................................ 7

Table 2. Acoustic Terms and Definitions ............................................................................................................. 8

Table 1. Typical Levels of Ground-Borne Vibration ................................................................................................... 9

Table 4. Land Use Categories and Metrics for Transit Noise Impact Criteria ......................................................... 11

Table 5. Noise Levels Defining Impact for Transit Projects ..................................................................................... 12

Table 6. Ground-Borne Vibration (GBV) and Ground-Borne Noise 

 (GBN) Impact Criteria for General Assessment ........................................................................................ 13

Table 7. FTA Operational Damage Criteria ............................................................................................................. 14

Table 8. Measurement Equipment ..................................................................................................................... 15

Table 9. Sound Level Monitoring Locations ...................................................................................................... 16

Table 10. Sound Measurement Results – Leq Sound Levels ............................................................................... 18

Table 11. Projected Construction Noise Levels by Phase (dBA) ......................................................................... 20

Table 12. Worst-Case Calculated Non-Blasting Vibration Levels ........................................................................... 21

Table 13. Modeled Octave Band Sound Power Level (LP) for Major 

 Pieces of Facility Equipment ..................................................................................................................... 24

Table 14. Acoustic Modeling Results Summary .................................................................................................. 27

LIST OF FIGURES 

Figure 1: Facility Site and Measurement Locations .................................................................................................. 6

Figure 2: Facility Equipment Layout .......................................................................... Error! Bookmark not defined.

Figure 3: Received Sound Levels .............................................................................. Error! Bookmark not defined.
Long Ridge Terminal Project Sound Survey and Analysis Report 

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ACRONYMS/ABBREVIATIONS 

Acronyms/Abbreviations Definition 

ANSI American National Standards Institute 

oF degrees Fahrenheit 

μPa microPascal 

dB Decibel 

dBA A-weighted decibel 

dBL linear decibel 

Facility Long Ridge Terminal Project 

FHWA Federal Highway Administration 

FRA Federal Rail Administration 

FTA Federal Transit Adminstration 

Hp Horsepower 

Hz Hertz 

ISO International Organization for Standardization 

kHz Kilohertz 

Leq equivalent sound level 

Lw sound power level 

LP sound pressure level 

Li(c) interior sound pressure level 

LT Long-term 

m Meters 

mi Miles 

ML monitoring location 

Mph Miles per hour 

NIST National Institute of Standards and Technology 

NGL Natural Gas Liquids 

OSHA Occupational Safety and Health Administration 

PPV Peak-Particle-Velocity 

pW Picowatt 

rms Root Mean Square 

ST Short-term 

Tetra Tech Tetra Tech, Inc. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Acronyms/Abbreviations Definition 

USEPA United States Environmental Protection Agency 

UTM Universal Transverse Mercator 

VdB Vibration decibels 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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1.0 INTRODUCTION 

Tetra Tech, Inc. (Tetra Tech) has prepared this noise impact assessment for the proposed Long Ridge Terminal 

Project (the Facility) to support a grant application to the U.S. Department of Transportation’s (USDOT) Better 

Utilizing Infrastructure Leverage Development (BUILD) program. The Facility is proposed to be located at the Long 

Ridge Energy Terminal in Hannibal, Ohio. 

The Facility consists of a pipeline-to-rail transloading facility and a direct pipeline connection that allows Natural 

Gas Liquids (NGL) to move outbound from the Marcellus and Utica shale region to export terminals on the east 

coast. The transloading facility will connect to an existing short rail railroad which provides connectivity to the Norfolk 

Southern. 

This report provides: a discussion of the Facility setting; descriptions of the noise and vibration metrics used 

throughout the report; applicable noise and vibration standards and regulations; the results of the ambient sound 

measurement program; predicted noise and vibration levels associated with the Facility construction; and predicted 

noise and vibration levels from the worst-case operations of the Facility equipment and railway. 

1.1 FACILITY DESCRIPTION AND SETTING 

The Long Ridge Terminal Project is being developed into a multi-use industrial port with capabilities to handle 

breakbulk materials and liquid products. The Facility consists of a pipeline-rail transloading facility capable of 

handling 40 railcars at one time. The facility will receive a single train from Northfolk Southern once a week 

consisting of a maximum 110 rail cars. Six 200 horsepower (HP) pumps will be used for loading NGL onto rail 

transportation. 

The Long Ridge Terminal Site is located on the northwestern bank of the Ohio River in the City of Hannibal, in 

Monroe County Ohio on property zoned for industrial use. The Facility Site is bounded by industrial facilities to the 

east and west, the Ohio River to the south, and the Ohio River Scenic Byway located to the north. Existing noise 

sources in the area include traffic along the Ohio River Scenic Byway and West Virginia Route 2, industrial uses 

located directly west and east of the Facility site, and waterway activities associated with the Ohio River. 

The closest residence from the Facility Site is located approximately 0.72 miles southeast from the Facility Site 

boundary across the Ohio River. The next nearest residence from the Facility Site is located approximately 0.92 

miles east of the Facility Site boundary across the Ohio River. A residential neighborhood is located approximately 

1.1 miles west from the Facility Site boundary. This residential neighborhood is separated from the Facility site by 

existing industrial land use and the Ohio River Scenic Byway. Several residences are located along Long Ridge 

Road located approximately 0.97 miles north of the Facility Site boundary. These residences are located at an 

elevation 580 feet above the Facility Site elevation. Residential homes located within the City of Martinsville are 

located as close as approximately 1.16 miles southwest of the Facility Site boundary. Figure 1 provides an overview 

of the Facility Site as well as the surrounding area. 
FIGURE
Long Ridge Terminal Project Sound Survey and Analysis Report 

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1.2 ACOUSTIC METRICS AND TERMINOLOGY 

All sounds originate with a source, whether it is a human voice, motor vehicles on a roadway, or a combustion 

turbine. Energy is required to produce sound and this sound energy is transmitted through the air in the form of 

sound waves – tiny, quick oscillations of pressure just above and just below atmospheric pressure. These 

oscillations, or sound pressures, impinge on the ear, creating the sound we hear. A sound source is defined by a 

sound power level (abbreviated “LW”), which is independent of any external factors. By definition, sound power is 

the rate at which acoustical energy is radiated outward and is expressed in units of watts. 

A source sound power level cannot be measured directly. It is calculated from measurements of sound intensity or 

sound pressure at a given distance from the source outside the acoustic and geometric near-field. A sound pressure 

level (abbreviated “LP”) is a measure of the sound wave fluctuation at a given receiver location, and can be obtained 

through the use of a microphone or calculated from information about the source sound power level and the 

surrounding environment. The sound pressure level in decibels (dB) is the logarithm of the ratio of the sound 

pressure of the source to the reference sound pressure of 20 microPascals (μPa), multiplied by 20.1 The range of 

sound pressures that can be detected by a person with normal hearing is very wide, ranging from about 20 μPa for 

very faint sounds at the threshold of hearing, to nearly 10 million μPa for extremely loud sounds such as a jet during 

take-off at a distance of 300 feet. 

Broadband sound includes sound energy summed across the entire audible frequency spectrum. In addition to 

broadband sound pressure levels, analysis of the various frequency components of the sound spectrum can be 

completed to determine tonal characteristics. The unit of frequency is Hertz (Hz), measuring the cycles per second 

of the sound pressure waves. Typically, the frequency analysis examines 11 octave bands ranging from 16 Hz 

(low) to 16,000 Hz (high). Since the human ear does not perceive every frequency with equal loudness, spectrallyvarying sounds are often adjusted with a weighting filter. The A-weighted filter is applied to compensate for the 

frequency response of the human auditory system, and is represented in dBA. 

Sound can be measured, modeled, and presented in various formats, with the most common metric being the 

equivalent sound level (Leq). The equivalent sound level has been shown to provide both an effective and uniform 

method for comparing time-varying sound levels and is widely used in acoustic assessments in the State of Ohio. 

Estimates of noise sources and outdoor acoustic environments, and the comparison of relative loudness are 

presented in Table 1. Additional reference information on terminology used in the report is presented in Table 2. 

Table 1. Sound Pressure Levels (LP) and Relative Loudness of Typical Noise Sources and 

Acoustic Environments 

Noise Source or Activity Sound Level 

(dBA) 

Subjective 

Impression 

Vacuum cleaner (10 feet) 70 

Passenger car at 65 miles per hour (25 feet) 65 Moderate 

Large store air-conditioning unit (20 feet) 60 

Light auto traffic (100 feet) 50 

Quiet 

Quiet rural residential area with no activity 45 

Bedroom or quiet living room; Bird calls 40 Faint 

1 The sound pressure level (Lp) in dB corresponding to a sound pressure (p) is given by the following equation: 

Lp = 20 log10 ( p / pref); 

 Where: 

p = the sound pressure in μPa; and 

pref = the reference sound pressure of 20 μPa.
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Table 1. Sound Pressure Levels (LP) and Relative Loudness of Typical Noise Sources and 

Acoustic Environments 

Noise Source or Activity Sound Level 

(dBA) 

Subjective 

Impression 

Typical wilderness area 35 

Quiet library, soft whisper (15 feet) 30 Very quiet 

Wilderness with no wind or animal activity 25 

Extremely quiet High-quality recording studio 20 

Acoustic test chamber 10 Just audible 

0 Threshold of hearing 

Adapted from: Kurze and Beranek (1988) and United States Environmental Protection Agency (USEPA) (1971) 

Table 2. Acoustic Terms and Definitions 

Term Definition 

Noise Typically defined as unwanted sound. This word adds the subjective response of humans to the 

physical phenomenon of sound. It is commonly used when negative effects on people are known 

to occur. 

Sound Pressure Level 

(LP) 

Pressure fluctuations in a medium. Sound pressure is measured in dB referenced to 20 

microPascals, the approximate threshold of human perception to sound at 1,000 Hz. 

Sound Power Level (LW) The total acoustic power of a noise source measured in dB referenced to picowatts (one trillionth 

of a watt). Noise specifications are provided by equipment manufacturers as sound power as it is 

independent of the environment in which it is located. A sound level meter does not directly 

measure sound power. 

Equivalent Sound Level 

(Leq) 

The Leq is the continuous equivalent sound level, defined as the single sound pressure level that, 

if constant over the stated measurement period, would contain the same sound energy as the 

actual monitored sound that is fluctuating in level over the measurement period. 

A-Weighted Decibel 

(dBA) 

Environmental sound is typically composed of acoustic energy across all frequencies. To 

compensate for the auditory frequency response of the human ear, an 

A-weighting filter is commonly used for describing environmental sound levels. Sound levels that 

are A-weighted are presented as dBA in this report. 

Unweighted Decibels 

(dBL) 

Unweighted sound levels are referred to as linear. Linear decibels are used to determine a 

sound’s tonality and to engineer solutions to reduce or control noise as techniques are different 

for low and high frequency noise. Sound levels that are linear are presented as dBL in this report. 

Propagation and 

Attenuation 

Propagation is the decrease in amplitude of an acoustic signal due to geometric spreading losses 

with increased distance from the source. Additional sound attenuation factors include air 

absorption, terrain effects, sound interaction with the ground, diffraction of sound around objects 

and topographical features, foliage, and meteorological conditions including wind velocity, 

temperature, humidity, and atmospheric conditions. 

Octave Bands The audible range of humans spans from 20 to 20,000 Hz and is typically divided into center 

frequencies ranging from 31 to 8,000 Hz. 

Broadband Noise Noise which covers a wide range of frequencies within the audible spectrum, i.e., 200 to 2,000 Hz. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Table 2. Acoustic Terms and Definitions 

Term Definition 

Frequency (Hz) The rate of oscillation of a sound, measured in units of Hz or kilohertz (kHz). One hundred Hz is a 

rate of one hundred times (or cycles) per second. The frequency of a sound is the property 

perceived as pitch: a low-frequency sound (such as a bass note) oscillates at a relatively slow 

rate, and a high-frequency sound (such as a treble note) oscillates at a relatively high rate. For 

comparative purposes, the lowest note on a full range piano is approximately 32 Hz and middle C 

is 261 Hz. 

1.3 VIBRATION METRICS AND TERMINOLOGY 

Vibration is an oscillatory motion that is described in terms of the displacement, velocity, or acceleration. Velocity is 

the most common descriptor used when evaluating human perception or structural damage. Velocity represents 

the instantaneous speed of movement and more accurately describes the response of humans, buildings, and 

equipment to vibrations. 

Peak-Particle-Velocity (PPV) and root mean square (rms) velocity are typical metrics used to describe vibration 

levels in units of inches per second in the USA and meters per second in the rest of the world. PPV is defined as 

the maximum instantaneous positive or negative peak of the vibration signal. PPV is commonly used in evaluating 

the potential of building damage and is used to measuring blasting events. 

However, to evaluate and describe vibration levels from transit operations, the vibration decibel (VdB) notation is 

commonly used. The decibel notation acts to compress the range of numbers required to describe vibration. In the 

USA, the accepted velocity reference for converting to decibels is 1x10-6 inches per second. 

In contrast to airborne noise, ground-borne vibration is not an everyday occurrence for humans. The background 

vibration velocity levels within residential areas are usually 0.0013 PPV in/sec (50 VdB) or lower, which is well below 

the human perception threshold of approximately 0.007 PPV in/sec (65 VdB). However, human response to 

vibration is not usually significant unless the vibration exceeds 0.013 PPV in/sec (70 VdB). Outdoor sources that 

generate perceptible ground-borne vibrations are typically construction equipment, steel-wheeled trains, and traffic 

on uneven roadways. Table 3 provides common vibration sources as well as human and structural response to 

ground borne vibrations.

Table3. Typical Levels of Ground-Borne Vibration

Human/Structural 

Response 

PPV 

(In/sec) 

Velocity 

Level 

(VdB)* 

Typical sources 

50 feet from source) 

Threshold, Minor 

Cosmetic 

Damage, Fragile 

Buildings 

0.4 100 Blasting from Construction Projects 

0.15-

0.2 92-94 Heavy Tracked Construction Equipment 

Difficulty with 

Tasks Such as 

Reading a VDT 

Screen 

0.13 90 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Table3. Typical Levels of Ground-Borne Vibration

Human/Structural 

Response 

PPV 

(In/sec) 

Velocity 

Level 

(VdB)* 

Typical sources 

50 feet from source) 

0.07 85 Commuter Rail, Upper Range 

Residential 

Annoyance, 

Infrequent Events 

0.04 80 Rapid Transit, Upper Range 

0.022 75 Commuter Rail, Typical 

Residential 

Annoyance, 

Frequent Events 

0.016 72 Bus or Truck Bump Over 

0.013 70 Rapid Transit, Typical 

Approximate 

Threshold of 

Human Perception 

0.007 65 

0.005 62 Bus or Truck, Typical 

0.0013 50 Typical Background Vibration Levels 

*RMS Vibration Velocity in VdB reference to 10-6 inches/second. Source: FTA Transit Noise and Vibration Impact 

Assessment Manual, 2018 

Vibration from construction and traffic do not typically result in damage to buildings, with the occasional exception 

of blasting and pile-driving during construction operations. The U.S. Bureau of Mines and Office of Surface Mining 

Reclamation and Enforcement have developed a blast vibration criterion for the protection of buildings with various 

structure types and conditions. 

The degree of annoyance cannot always be explained by the magnitude of the vibrations alone. Ground-borne 

noise, rattling, visual effects such as movement of hanging objects, and time of day all influence the response of 

individuals. The American National Standards Institute (ANSI) and the International Organization for 

Standardization (ISO) have developed criteria for evaluation of human exposure to vibrations. The 

recommendations of these standards and other studies evaluating human response to vibrations have been 

incorporated into the Federal Transit Authority’s published “Transit Noise and Vibration Impact Assessment 

Manual”, May 2016. The criteria within this manual is used to assess noise and vibration impacts from transit 

operations. 

1.4 NOISE AND VIBRATION REQUIREMENTS AND GUIDELINES 

The Federal Rail Adminstration (FRA) had established guidelines for the assessment of noise and vibration impacts 

as defined in the FRA Office of Railroad Policy and development, High-Speed Ground Transportation Noise and 

Vibration Assessment Impact document (FDR 2012). The FRA guidelines are identified for projects with train 

speeds of 90 to 250 miles per hour (mph). The Federal Transit Administration’s Transit Noise and Vibration Impact 

Assessment Manual (FTA 2018) provides guidance with conventional train speeds below 90 mph. The FTA noise 

and vibration criteria will be used to evaluate the impacts from the construction and operation of the proposed 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 11 

Facility. Also, there are no local guidelines or regulations. However, the Ohio Power Sitting Board has established 

noise criteria for power generating facilities that has been applied to projects adjacent to the proposed Facility site. 

The FTA criteria are further discussed below. 

1.4.1 Federal Transit Administration 

1.4.1.1 Noise Criteria 

The FTA defines distinct applicable noise metrics for three land-use categories. These land use categories, along 

with defined noise metrics, are summarized in Table 4 below. Categories 1 and 3 land-use noise exposure metrics 

are defined as the maximum 1-hour Leq, while for Category 2 the noise exposure criteria is defined by the 24 hour 

day-night sound level (Ldn)

2 metric. Category 2 includes places where people normally sleep, such as residences, 

motels, and hotels. Category 3 includes institutional land uses with primarily daytime and evening uses such places 

of worship and libraries.

Table 4. Land Use Categories and Metrics for Transit Noise Impact Criteria

Land Use Category 

Noise Metric 

(dBA) Description of Land Use Category 

1 Outdoor Leq(h)* 

Tracts of land where quiet is an essential element in their intended purpose. 

This category includes lands set aside for serenity and quiet, and such land 

uses as outdoor amphitheaters and concert pavilions, as well as National 

Historic Landmarks with significant outdoor use. Also included are recording 

studios and concert halls. 

2 Outdoor Ldn 

Residences and buildings where people normally sleep. This category 

includes homes, hospitals and hotels where a nighttime sensitivity to noise is 

assumed to be of utmost importance.

3 Outdoor Leq(h)* 

Institutional land uses with primarily daytime and evening use. This category 

includes schools, libraries, theaters, and churches where it is important to 

avoid interference with such activities as speech, meditation and concentration 

on reading material. Places for meditation or study associated with cemeteries, 

monuments, museums, campgrounds and recreational facilities can also be 

considered to be in this category. Certain historical sites and parks are also 

included.

* Leq for the noisiest hour of transit-related activity during hours of noise sensitivity

The FTA noise impact criterion is based on comparing the existing ambient outdoor noise levels to the Project 

related outdoor noise levels. Based on the magnitude of the numerical comparative difference, the FTA further 

defines 3 levels of impacts: none, moderate and severe. Table 5 below provides a summary of the FTA noise 

impact criteria, where the moderate and severe impacts are based on the existing ambient noise exposure. For 

example, based on the FTA criteria if the measured existing noise exposure level is 60 dBA Leq, then the moderate 

impact threshold for land use classification 3 would be within a range of 63 to 68 dBA and the severe impact 

threshold would be 68 dBA or greater. 

2 The Ldn is the A-weighted Leq over a 24 hour period with a penalty of 10 dB(A) for noise during the hours of 22:00-07:00
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Table 5. Noise Levels Defining Impact for Transit Projects 

Existing Noise 

Exposure* Leq(h)

or Ldn (dBA)

Project Noise Impact Exposure, * Leq(h) or Ldn (dBA)

Category 1 or 2 Sites Category 3 Sites

No Impact Moderate 

Impact

Severe 

Impact No Impact Moderate Impact Severe Impact

<43 <Ambient + 

10

Ambient + 10 to 

15

>Ambient + 

15

<Ambient 

+15

Ambient + 15 to 

20 >Ambient + 20

43 <52 52-58 >58 <57 57-63 >63 

44 <52 52-58 >58 <57 57-63 >63 

45 <52 52-58 >58 <57 57-63 >63 

46 <53 53-59 >59 <58 58-64 >64 

47 <53 53-59 >59 <58 58-64 >64 

48 <53 53-59 >59 <58 58-64 >64 

49 <54 54-59 >59 <59 59-64 >64 

50 <54 54-59 >59 <59 59-64 >64 

51 <54 54-60 >60 <59 59-65 >65 

52 <55 55-60 >60 <60 60-65 >65 

53 <55 55-60 >60 <60 60-65 >65 

54 <55 55-61 >61 <60 60-66 >66 

55 <56 56-61 >61 <61 61-66 >66 

56 <56 56-62 >62 <61 61-67 >67 

57 <57 57-62 >62 <62 62-67 >67 

58 <57 57-62 >62 <62 62-67 >67 

59 <58 58-63 >63 <63 63-68 >68 

60 <58 58-63 >63 <63 63-68 >68 

61 <59 59-64 >64 <64 64-69 >69 

62 <59 59-64 >64 <64 64-69 >69 

63 <60 60-65 >65 <65 65-70 >70 

64 <61 61-65 >65 <66 66-70 >70 

65 <61 61-66 >66 <66 66-71 >71 

66 <62 62-67 >67 <67 67-72 >72 

67 <63 63-67 >67 <68 68-72 >72 

68 <63 63-68 >68 <68 68-73 >73 

69 <64 64-69 >69 <69 69-74 >74 

70 <65 65-69 >69 <70 70-74 >74 

71 <66 66-70 >70 <71 71-75 >75 

72 <66 66-71 >71 <71 71-76 >76 

73 <66 66-71 >71 <71 71-76 >76 

74 <66 66-72 >72 <71 71-77 >77 

75 <66 66-73 >73 <71 71-78 >78 

76 <66 66-74 >74 <71 71-79 >79 

77 <66 66-74 >74 <71 71-79 >79 

>77 <66 66-75 >65 <71 71-80 >80 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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* Ldn is used for land use where nighttime sensitivity is a factor. 

* Leq is measured during the hour of maximum transit noise exposure and is used for land use involving only daytime activities.

The FTA defines noise impacts as moderate and severe. For these two levels of impacts, noise mitigation measures 

must be investigated. Furthermore, severe impact mitigation measures must be incorporated into the Project unless 

extenuating circumstances are discovered that prevent it. The overall analysis goal when evaluating mitigation for 

severe impacts is to describe and recommend measures to reduce the noise levels to below the moderate impact 

threshold limits. 

More discretion is allowed for moderate impacts based on the consideration of factors including cost, number of 

sensitive receptors affected, community views, the absolute level of noise exceedance, and the sensitivity of the 

affected receptors. 

For land uses that do not have an exterior use area the FTA has an established criterion for interior noise levels. 

The criterion establishes an interior noise threshold limit of 65 dBA or less from transit sources and 70 dBA or less 

for homes impacted by train horns. Interior noise level impacts exceeding these established interior noise thresholds 

would require the consideration of cost-effective sound insulation treatment. The cost-effective treatment must 

provide a minimum of 5 dBA or less to be feasible. 

1.4.1.2 Vibration Criteria 

The FTA general assessment vibration impact criteria for acceptable ground-borne vibration impacts are specified 

for three land use categories. Table 6 below lists the three land-use categories that are defined by the FTA and the 

applicable vibration impact threshold for each land-use category. 

Table 6. Ground-Borne Vibration (GBV) and Ground-Borne Noise (GBN) Impact Criteria for General 

Assessment 

Land Use Category

GBV Impact Levels (VdB re 1 micro-inch 

/sec) GBN Impact Levels (dB re 20 micro Pascals)

Frequent 

Events1

Occasional 

Events2

Infrequent 

Events3

Frequent 

Events1

Occasional 

Events2

Infrequent 

Events3

Category 1: Buildings 

where vibration would 

interfere with interior 

operations. 

65 VdB4 65 VdB4 65 VdB4 N/A4 N/A4 N/A4m 

Category 2: Residences 

and buildings where 

people normally sleep. 

72 VdB 75VdB 80 VdB 35 dBA 38 dBA 43 dBA 

Category 3: Institutional 

land uses with primarily 

daytime use. 

75 VdB 78 VdB 83 VdB 40 dBA 43 dBA 48 dBA 

Notes: 

1. "Frequent Events" is defined as more than 70 vibration events of the same source per day. Most rapid transit projects fall into this category. 

2. “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day. Most commuter trunk lines have these 

many operations. 

3. "Infrequent Events" is defined as fewer than 30 vibration events of the same kind per day. This category includes most commuter rail branch 

lines. 

4. This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. Vibrationsensitive manufacturing or research will require detailed evaluation to define the acceptable vibration levels. Ensuring lower vibration levels in 

a building often requires special design of the HVAC systems and stiffened floors. 

5. Vibration-sensitive equipment is generally not sensitive to ground-borne noise. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 14 

The FTA has developed a guideline for defining a vibration damage criterion involving considerable operations. The 

purpose of this criterion is to identify the potential problem areas so that they can be addressed during the project’s 

final design stage and avoid any potential for damage. Table 7 summarizes the vibration damage criteria. 

Table 7. FTA Operational Damage Criteria

Building Category PPV (in/sec) Approximate Lv* 

I. Reinforced-concrete, steel or timber (no 

plaster) 0.5 102 

II. Engineered Concrete and masonry (no 

plaster) 0.3 98 

III. Non-engineered timber and masonry 

buildings 0.2 94 

IV. Buildings extremely susceptible to 

vibration damage 0.12 90 

*RMS velocity in decibels (VdB) re 1 micro-inch/second 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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2.0 EXISTING SOUND ENVIRONMENT 

Tetra Tech conducted a series of ambient sound level measurements to characterize the existing acoustic 

environment in the vicinity of the Facility during both daytime and nighttime periods. This section summarizes the 

methodology used by Tetra Tech to conduct the sound survey and describes the measurement locations. 

2.1 FIELD METHODOLOGY 

To document the existing conditions, baseline sound level measurements were performed on October 2-4, 2019. 

Weather conditions were conducive for the collection of accurate sound data. The measurement locations were 

selected to be representative of the surroundings of potential receptors nearest to the proposed Facility Site in the 

principal geographical directions. The ambient sound survey included both automated, an unattended long-term 

(LT) measurement that extended over a 24-hour period, as well as short-term (ST) measurements in the presence 

of an acoustics expert for a minimum duration of 30 minutes. The ST measurements were made during both daytime 

(10:00 a.m. to 4:00 p.m.) and nighttime (10:30 p.m. to 2:00 a.m.) periods at noise sensitive areas. The long-term 

measurement was conduct on the Facility site collecting data from 10:00 am on October 2nd to 10:00 am on October 

3rd, 2019. 

All of the measurements were conducted using a Larson Davis Model 831 precision integrating sound-level meter 

that meets the requirements of ANSI Standards for Type 1 precision instrumentation. This sound analyzer has an 

operating range of 5 dB to 140 dB, and an overall frequency range of 8 to 20,000 Hz. During the measurement 

program, microphones were fitted with a windscreen, set upon a tripod at a height of approximately 1.5 meters (5 

feet) above the ground and located out of the influence of any vertical reflecting surfaces. The sound analyzer was 

calibrated at the beginning and end of the measurement period using a Larson Davis Model CAL200 acoustic 

calibrator following procedures that are traceable to the National Institute of Standards and Technology (NIST). 

Table 8 lists the measurement equipment employed during the survey. The sound level meters were programmed 

to sample and store A-weighted and octave band sound level data, including Leq and the percentile sound levels. 

Table 8. Measurement Equipment 

Description Manufacturer Type 

Signal Analyzer Larson Davis 831 

Preamplifier Larson Davis PRM902 

Microphone PCB 377B02 

Windscreen ACO Pacific 7-inch 

Calibrator Larson Davis CAL200 

During the survey weather conditions were conducive to accurate data collection. Weather conditions were mainly 

overcast with no precipitation occurring during the measurement period. Temperatures ranged from 80 to 95 

degrees Fahrenheit (oF) during the day, and 65 to 75oF during the nighttime. Wind speeds were variable, averaging 

from 10 to 20 miles per hour (mph) during the daytime, and 0 to 8 mph during the nighttime. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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2.2 FIELD METHODOLOGY 

Five short-term, attended sound measurements were performed at public locations near residential properties 

proximate to the Facility Site. The monitoring locations (ML-1 through ML-5) were selected to represent ambient 

conditions at land uses in the vicinity of the Facility Site.

The short-term monitoring locations are described in Table 9 and mapped on Figure 1. Additional descriptions of 

the monitoring locations and field observations are provided below. 

Table 9. Sound Level Monitoring Locations

Monitoring Location 

Coordinates 

(Universal Transverse 

Mercator Zone 19N) 

Distance and Direction from Facility Site Boundary 

Easting (m) Northing (m) 

ML-1 512263 4396171 

0.97 mile N 

ML-2 512116 4394488 

1.11 mile W 

ML-3 512656 4393916 1.16 mile SW 

ML-4 514345 4394497 

0.72 mile SE 

ML-5 514876 4395322 

0.75 mile E 

LT 513839 4395356 

Northeast corner of Facility Site 

2.2.1 Location ML-1 

This monitoring location is located along Long Ridge Road approximately 0.97 miles north of the Facility Site 

boundary line. This location was selected to represent the residences located along Long Ridge Road. Long Ridge 

Road is a windy single-lane paved road bordered mostly by steeply sloped forested areas and is at an elevation 

580 feet above the Facility Site grade. 

During the daytime measurements, ML-1 was generally fairly quiet with some contribution from distance traffic along 

the Ohio River Scenic Byway as well as noise from wildlife. There was little to no traffic along Long Ridge Road, 

nor any other noticeable sound sources. Nighttime measurements were fairly consistent with the daytime 

measurements; however, traffic along the Ohio River Scenic Byway appeared to be decreased. 

2.2.2 Location ML-2 

This monitoring location is located across the Ohio River Scenic Byway approximately miles west of the Facility 

Site boundary line, along Fisher Hill Road in the City of Hannibal. This location represents a residential 

neighborhood located along Fisher Hill Road. 

During the daytime measurement period, noise generated by traffic on the Ohio River Scenic Byway was dominant; 

however, there was also noise generated by the nearby industrial uses. During the nighttime measurement period, 

which occurred approximately between 1:00 am to 1:30 am, traffic was not as frequent from the Ohio River Scenic 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 17 

Byway. There was also noise audible from the Hannibal Industrial site. There was little to no local traffic along Fisher 

Hill Road during the nighttime measurement period. 

2.2.3 Location ML-3 

This monitoring location is in the City of New Martinsville, West Virginia approximately 1.16 mile southwest of the 

Facility Site boundary line. This location represents the residences along Route 2 within the City of New Martinsville. 

During the daytime measurement period, noise generated by traffic on the Route 2 was dominant; however, there 

was also noise generated by the nearby railway operations. During the nighttime measurement period, which 

occurred approximately between 2:00 am to 2:30 am, traffic was still frequent and generated elevated noise levels 

along Route 2. 

2.2.4 Location ML-4 

This monitoring location is located along Route 2 approximately 0.72 miles southeast of the Facility Site property 

boundary. This location was representative the nearest residence to the Facility Site. 

During the daytime measurement period, noise generated by traffic on the Route 2 was dominant. During the 

nighttime measurement period, which occurred approximately between 1:30 am to 2:00 am, traffic was still frequent 

and audible from the Route 2. There was also noise audible from the distant industrial uses. 

2.2.5 Location ML-5 

This monitoring location is located within a community baseball field on Route 2 in Proctor and is located 

approximately 0.75 miles east from the Facility Site boundary line. 

During the daytime measurements, traffic along Route 2 was frequent and the primary source of noise. During the 

nighttime period there was still some traffic along Route 2; however, noise from railway and barge operations were 

also audible. 

2.2.6 Long-Term Monitoring Location 

The LT monitor is located on the northern portion of the Facility Site located approximately 900 feet southwest 

from Ohio River Scenic Byway. The long-term measurements provide insight into variability of ambient sound 

levels over time, within the vicinity of the Generating Facility Site. 

Sound level measurements at LT were collected from 10:00 am. on October 2nd, 2019 through 10:00 a.m. on 

October 3rd, 2019. No rail operations were documented from the railway adjacent to the Ohio River Scenic Byway 

during the monitoring period. 

2.3 MEASUREMENT RESULTS 

Table 10 provides a summary of the measured ambient sound levels observed at each of the monitoring locations 

for both the daytime and nighttime Leq. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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Table 10. Sound Measurement Results – Leq Sound Levels 

Monitoring Location Time Period Leq 

(dBA) 

ML-1 

Day 50 

Night 42 

ML-2 

Day 54 

Night 49 

ML-3 

Day 56 

Night 55 

ML-4 

Day 56 

Night 54 

ML-5 

Day 53 

Night 48 

Long-Term Monitor 

Day 49 

Night 46 

Ambient sound levels did exhibit typical diurnal patterns. Daytime Leq sound levels at the measurement locations 

ranged from a low of 50 dBA at ML-1 to a high of 56 dBA at ML-3 and ML-4. Nighttime sound levels ranged from a 

low of 42 dBA at ML-1 to 55 dBA at ML-3. The noise levels at ML-2 were heavily influenced by vehicle traffic along 

Highway 7. Noise levels at ML-3, ML-4 and ML-5 were influenced by vehicle traffic along Highway 2 as well as train 

operations associated with the nearby railway. 

The daytime Leq sound level at the long-term monitor was 49 dBA and the nighttime Leq sound level was 46 dBA. 

The data collected during the 24-hour sound monitoring study showed relative consistency with the short-term 

measurements; however, since the Facility site is further setback from the roadway, it was not as influenced by 

traffic-related noise. Also, no rail operations were documented from the railway adjacent to the Ohio River Scenic 

Byway during the monitoring period. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 19 

3.0 FACILITY CONSTRUCTION 

Construction of the Facility is expected to be typical of other terminal facilities in terms of schedule, equipment, and 

activities. Construction is anticipated to require approximately 12 months. Nighttime construction will be limited; 

however, activities may occur 6 days per week, 10 hours per day. Certain activities, such as foundation pours, 

cannot be stopped until the task is completed, which may continue into the nighttime period. As required, a night 

shift may be implemented to maintain schedule or complete a continuous task. 

3.1 NOISE CALCULATION METHODOLOGY 

Acoustic emission levels for activities associated with Facility construction were based upon typical ranges of energy 

equivalent noise levels at construction sites, as documented by the U.S. Environmental Protection Agency (USEPA) 

(USEPA 1971) and the USEPA’s “Construction Noise Control Technology Initiatives” (USEPA 1980). The USEPA 

methodology distinguishes between type of construction and construction phase. 

Using those energy equivalent noise levels as input to a basic propagation model, construction noise levels were 

calculated at the nearest Facility Site boundary and the five MLs. 

The basic model assumed spherical wave divergence from a point source located at the acoustic center of the 

Facility Site. Furthermore, the model conservatively assumed that all pieces of construction equipment associated 

with an activity would operate simultaneously for the duration of that activity. An additional level of conservatism 

was built into the construction noise model by excluding potential shielding effects due to intervening structures and 

buildings along the propagation path from the site to receiver locations. 

3.2 PROJECTED NOISE LEVELS DURING CONSTRUCTION 

Table 11 summarizes the projected noise levels due to Facility construction, organized into the following five broad 

work activities: 

1. Site clearing and grading; 

2. Placement of major structural concrete foundations; 

3. Erection of structures; 

4. Installation of mechanical and electrical equipment; and 

5. Commissioning and testing of equipment. 

Based on sound propagation calculations, construction sound levels are predicted to range from 45 to 53 dBA at 

the MLs. Periodically, sound levels may be higher or lower than those presented in Table 11; however, the overall 

sound levels should generally be lower due to excess attenuation and the trend toward quieter construction 

equipment in the intervening decades since these data were developed. As shown in Table 11, the highest 

projected sound level from construction-related activity is expected to occur at ML-4 and ML-5, during activities 

associated with excavation and commissioning. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 20 

Table 11. Projected Construction Noise Levels by Phase (dBA) 

Construction 

Phase 

USEPA 

Construction 

Noise Level 

50 feet 

ML-1 ML-2 ML-3 ML-4 ML-5 

Phase 1: Site 

clearing and grading 86 45 44 44 48 48 

Phase 2: Excavation 

and placement of 

major structural 

concrete 

foundations 

89 49 48 47 51 51 

Phase 3: Erection of 

building structural 

steel 

85 45 43 43 47 47 

Phase 4: Installation 

of mechanical and 

electrical equipment 

83 43 42 42 46 45 

Phase 5: Equipment 

installation, 

commissioning and 

testing 

89 49 48 48 52 51 

3.3 PROJECTED VIBRATION LEVELS DURING CONSTRUCTION 

Each project component will incorporate mechanical equipment that will generate vibration levels. Significant 

vibration producing source will be earth moving equipment such as bull dozers. Blasting it not expected to be 

required during construction. This study evaluates the worst-case non-blasting source, which will be earth moving 

equipment 

Vibration levels for activities associated with the project components are based on average of source levels in 

PPV published with the FTA Noise and Vibration Manual (FTA 2018), which documents several types of heavy 

equipment measured under a wide variety of activities. Using the documented vibration levels as input into a 

basic propagation model, non-blasting project vibration levels were calculated at various distances from the 

source. These vibration levels are evaluated based on the worst-case vibration source, which will be bull dozers. 

Based on vibration propagation calculations, the vibration levels from the earth moving operations will be 0.089 

PPV in/sec (87 VdB) at 25 feet from the source and will be 0.001 PPV in/sec (48 VdB) at 500 feet from the 

source. The vibration levels past 500 feet would not be distinguishable from ambient vibration levels. Based 

vibration criteria established by the FTA safe level of vibrations for residential type structures is 0.5 PPV in/sec. 

Annoyance to humans is typically occurs at vibration levels above 80 VdB. Table 12 provides the vibration levels 

in 25 foot increments from the source. Based on the calculated vibration levels damage to structures could occur 

within 25 feet from the source and human annoyance could occur within 50 feet from the source. There are no 

sensitive receptors that will be located 50 feet or less from the earth moving equipment. There impacts from nonblasting vibrations sources are unlikely to occur. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 21 

Table 12. Worst-Case Calculated Non-Blasting Vibration Levels

Feet from Source 

Calculated Non-Blasting Vibration Levels 

PPV In/sec VdB 

25 0.0890 87 

50 0.0315 78 

75 0.0171 73 

100 0.0111 69 

125 0.0080 66 

150 0.0061 64 

175 0.0048 62 

200 0.0039 60 

225 0.0033 58 

250 0.0028 57 

275 0.0024 56 

300 0.0021 55 

325 0.0019 54 

350 0.0017 53 

375 0.0015 52 

400 0.0014 51 

425 0.0013 50 

450 0.0012 49 

475 0.0011 49 

500 0.0010 48 

3.4 CONSTRUCTION NOISE AND VIBRATION MITIGATION 

Since construction machines operate intermittently, and the types of machines in use at the Facility Site change 

with the phase of construction, noise emitted during construction will be mobile and highly variable, making it 

challenging to control. The construction management protocols will include the following noise mitigation measures 

to minimize noise impacts: 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 22 

 Maintain all construction tools and equipment in good operating order according to manufacturers’ 

specifications;

 Limit use of major excavating and earth moving machinery to daytime hours;

 To the extent practicable, schedule construction activity during normal working hours on weekdays when 

higher sound levels are typically present, and are found acceptable. Some limited activities, such as 

concrete pours, will be required to occur continuously until completion;

 Equip any internal combustion engine used for any purpose on the job or related to the job with a properly 

operating muffler that is free from rust, holes, and leaks;

 For construction devices that utilize internal combustion engines, ensure the engine’s housing doors are 

kept closed, and install noise-insulating material mounted on the engine housing consistent with 

manufacturers’ guidelines, if possible;

 Limit possible evening shift work to low noise activities such as welding, wire pulling and other similar 

activities, together with appropriate material handling equipment; 

 Utilize a Complaint Resolution Procedure to address any noise complaints received from residents; and 

 Communicate with neighbors prior to conducting specific loud noise activities such as steam blows. 

Reasonable efforts will be made to minimize the impact of noise resulting from construction activities at proximate 

noise sensitive areas through the use of noise mitigation. Because of the temporary nature of the construction 

noise, no adverse or long-term effects are expected. 

 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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4.0 OPERATIONAL ANALYSIS 

This section describes the model utilized for the assessment; input assumptions used to calculate noise levels due 

to the Facility’s normal operation; a conceptual noise mitigation strategy, and the results of the noise impact 

analysis. 

4.1 NOISE PREDICTION MODEL 

The Cadna-A® computer noise model was used to calculate sound pressure levels from the operation of the Facility 

equipment and the rail activities in the vicinity of the Facility Site. An industry standard, Cadna-A® was developed 

by DataKustik GmbH to provide an estimate of sound levels at distances from sources of known emission. It is 

used by acousticians and acoustic engineers due to the capability to accurately describe noise emission and 

propagation from complex facilities consisting of various equipment types like the Facility and in most cases yields 

conservative results of operational noise levels in the surrounding community. 

The current ISO standard for outdoor sound propagation, ISO 9613 Part 2 – “Attenuation of Sound during 

Propagation Outdoors,” was used within Cadna-A® (ISO 1996). The method described in this standard calculates 

sound attenuation under weather conditions that are favorable for sound propagation, such as for downwind 

propagation or atmospheric inversion, conditions which are typically considered worst-case. The calculation of 

sound propagation from source to receiver locations consists of full octave band sound frequency algorithms, which 

incorporate the following physical effects: 

 Geometric spreading wave divergence; 

 Reflection from surfaces; 

 Atmospheric absorption at 10 degrees Celsius and 70 percent relative humidity; 

 Screening by topography and obstacles; 

 The effects of terrain features including relative elevations of noise sources; 

 Sound power levels from stationary and mobile sources; 

 The locations of noise-sensitive land use types; 

 Intervening objects including buildings and barrier walls, to the extent included in the design; 

 Ground effects due to areas of pavement and unpaved ground; 

 Sound power at multiple frequencies; 

 Source directivity factors; 

 Multiple noise sources and source type (point, area, and/or line); and 

 Averaging predicted sound levels over a given time period. 

Cadna-A® allows for three basic types of sound sources to be introduced into the model: point, line, and area 

sources. Each noise-radiating element was modeled based on its noise emission pattern. Point sources were 

programmed for operational pumps that radiate sound hemispherically. Line sources are used for linear-shaped 

sources such as rail operations. The interaction between sound sources and structures was taken into account 

with reflection loss. 

Offsite topography was obtained using the publicly available United States Geological Survey digital elevation data. 

A default ground attenuation factor of 0.5 was assumed for offsite sound propagation over acoustically “mixed” 

ground. A ground attenuation factor of 0.0 for a reflective surface was assumed for paved onsite areas. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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The output from Cadna-A® includes tabular sound level results at selected receiver locations and colored noise 

contour maps (isopleths) that show areas of equal and similar sound levels. 

4.2 INPUT TO THE NOISE PREDICTION MODEL 

The Facility general arrangement was reviewed and directly imported into the acoustic model so that on-site 

equipment could be easily identified; buildings and structures could be added; and sound emission data could be 

assigned to sources as appropriate. Figure 2 shows the Facility equipment layout. 

The primary noise sources during operations include six (6) 200 HP pumps associated with loading NGLs onto rail 

transportation. Reference sound power levels input to Cadna-A® were based on information contained in reference 

documents, or developed using empirical methods. The source levels used in the predictive modeling are based on 

estimated sound power levels that are generally deemed to be conservative. The projected operational noise levels 

are based on sound power levels published by the Federal Highway Administration (FHWA). Table 13 summarizes 

the equipment sound power level data used as inputs to the initial modeling analysis that includes only mitigation 

inherent in the design. 

Table 13. Modeled Octave Band Sound Power Level (LP) for Major Pieces of Facility Equipment 

Sound 

Sourc

e 

Sound Power Level (LP) by Octave Band Frequency dBL at 50 feet Broadband 

Level 

31.5 63 125 250 500 1k 2k 4k 8k dBA 

200 Hp 

Pump 96 95 97 97 94 91 87 88 85 97 

The noise model also incorporates the arrival and leaving of a single train with 110 cars. The offloading loop 

incorporates the movement of 40 cars. These inputs are considered to be worst-case assumptions. 

4.3 NOISE PREDICTION MODEL RESULTS 

Broadband (dBA) sound pressure levels were calculated for expected normal Facility operation assuming that all 

components identified previously are operating continuously and concurrently at the representative manufacturerrated sound. The sound energy was then summed to determine the equivalent continuous A-weighted downwind 

sound pressure level at a point of reception. Sound contour plots displaying broadband (dBA) sound levels 

presented as color-coded isopleths are provided in Figure 3. The sound contours are graphical representations of 

the cumulative noise associated with full operation of the equipment and show how operational noise would be 

distributed over the surrounding area within a 1-mile radius of the Facility Site. The contour lines shown are 

analogous to elevation contours on a topographic map, i.e., the noise contours are continuous lines of equal noise 

level around some source, or sources, of noise. Figure 3 also shows the ambient sound monitoring locations, 

representative of proximate noise sensitive land uses, that were used to assess potential noise impacts on a 

cumulative basis. The nearest residences are also specifically shown on this figure for land use context. 

Table 14 shows the projected exterior sound levels resulting from worst-case operation of the Facility at the MLs. 

The table also provides the total predicted net increase in sound energy at each of the five MLs, which are 

representative of proximate noise sensitive areas in each of the principal geographical directions relative to the 

Facility Site. 

 
FIGURE
FIGURE
Long Ridge Terminal Project Sound Survey and Analysis Report 

 27 

Table 14. Acoustic Modeling Results Summary

Monitoring 

Location 

Nighttime 

Ambient 

Leq, dBA 

Facility 

Sound 

Level, 

dBA 

Total Sound Level 

(Ambient + Facility), 

dBA 

Net Increase in 

Sound Level, dBA 

ML-1 42 20 42 <1 

ML-2 49 23 49 <1 

ML-3 55 25 55 <1 

ML-4 54 30 54 <1 

ML-5 48 29 48 <1 

Long-Term 

Monitor 46 49 51 5 

 As shown in Figure 3, the majority of surrounding residences will experience Facility sound levels less than 40 dBA 

and will result in overall increases of less than 1 dBA or less to the existing nighttime ambient levels. Based on the 

FTA guidelines the noise levels resulting from the Facility will be consider no impact. 

4.4 VIBRATION EVALUATION 

The vibration impacts from the Facility and rail operations were evaluated based on the FTA guidelines. The 

vibration levels from the single train from the Facility would result in levels ranging from 80 to 90 VdB and would be 

considered an infrequent event. The rail line that services the Facility runs along the Ohio River Scenic Byway. 

Residents are located on the other side of the roadway approximately over 150 feet from the rail line. The vibration 

impacts from the single train would be less than 80 VdB at distance of 150 feet or greater. The FTA guidelines 

establish a vibration impact criteria of 80 VdB from infrequent events at residences. The Facility vibration levels 

would result in levels less than 80 VdB at the nearest residences and would therefore have no impact. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 28 

5.0 CONCLUSIONS 

The noise and vibration levels from the Facility have been evaluated for both construction and operation scenarios. 

At the nearest receptors the Facility would increase the existing ambient noise level by less than 1 dB, which results 

in no impact based on the FTA criteria. The vibration levels from the Facility construction and railway operations 

would be less than 80 VdB at the nearest sensitive receptors. These vibration levels would be less than the FTA 

criteria and result in no impact. 

 
Long Ridge Terminal Project Sound Survey and Analysis Report 

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6.0 REFERENCES 

ANSI S1.4-1983 American National Standard Specification for Sound Level Meters, (R2006), 1819 L Street, N.W., 

Sixth Floor, Washington D.C. 20036. 

Federal Railroad Administration. 2012. High-Speed Ground Transportation Nosie and Vibration Impact 

Assessment. 

Federal Transit Administration. 2018. Transit Noise and Vibration Impact Assessment Manual. FTA Report No. 

0123. 

Harris, C. M. 1998. Handbook of Acoustical Measurements and Noise Control, 3rd Edition. Acoustical Society of 

America. 

ISO. 1996. Acoustics – Attenuation of Sound during Propagation Outdoors. Part 2: General Method of Calculation. 

ISO Standard 9613-2. Geneva, Switzerland. 

Kurze, U. and L. Beranek. 1988. Noise and Vibration Control. Institute of Noise Control Engineering, Washington, 

DC. 

USEPA. 1971. Technical Document NTID300.1, Noise from Construction Equipment and Operations, US Building 

Equipment, and Home Appliances. Prepared by Bolt Beranek and Newman for USEPA Office of Noise 

Abatement and Control, Washington, DC. December 1971. 

USEPA 1980. Construction Noise Control Technology Initiatives. Technical Report No. 1789. Prepared by ORI, 

Inc. Prepared for USEPA, Office of Noise Abatement and Control. September 1980. Available 

at: http://www.nonoise.org/epa/Roll5/roll5doc22.pdf. 
Long Ridge Terminal Project Sound Survey and Analysis Report 

 

APPENDIX A: EQUIPMENT CALIBRATION CERTIFICATES